Frank lansberg



(No Model.)

F. LANSBERG.

AIR BRAKE No. 445,899. Patented Feb. 3,1891.

1 m u f y f UNiTnD STATES PATENT OFFICE.

FRANK LANSBERG, OF ST. LOUIS, MISSOURI, ASSIGNOR TO THE IIANSBERG BRAKE COMPANY, OF SAME PLACE.

Al R-BRAK E.

SPECIFICATION forming part of Letters Patent No. 445,899, dated February 3, 1891.

Application filed May 5, 1890. Serial No. 850,623. (No model.)

.To all when?, t may concern:

Be it known that I, FRANK LANsBEnG, of the city of St. Louis,in the State of Missouri, have invented a certain new and useful Improvement in Air-Brakes, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification.

My invention relates to certain improvements in that class of air-brakes in which the air-pressure is reduced in the train-pipe to a certain amount for a service stop and diminished still lower than necessary for a service stop to make an emergency stop.

My invention consists in features of novelty hereinafter fully described, and pointed out in the claims.

Figure I is a longitudinal section illustrative of my invention and showing the parts in the position they occupy when the brakes are not applied, and Fig. II is a similar view showing the parts in the position they occupy when the brakes are applied for an emergency stop.

Referring to the drawings, 1 represents a portion of the train -pipe, communicating through a port 2 with the main chamber 3.

l represents the pipe leading to the auxiliary reservoir, and 5 the pipe leading to the brakecylinder- G is a slide-valve chamber leading from the chamber 3 to the pipe 4 of the auxiliary reservoir, and in the chamber 6 is located a slide-valve 7 The chamber 6 is round in cross-section, and the valve-being flat on one or both of its sides (it is shown fiat on one side in Fig. II) permits the passage ofthe air from the chamber 3 through the chamber 6. The valve 7 is provided with a vgroovey 8 at its back to receive the inner end of a plug 9, by which the valve is held from turning in its chamber. The plug 9 is held in an opening of thehousing bymeans of a nut or screwcap 11, between which and the plug a spring 12 is placed, which serves to keep the face of the valve up snugly against the face of the wall of the chamber 6.

The valve 7 is provided with a port 14, extending from its inner face in an inwardly direction to about its center, from where it extends in a downwardly direction a short distance, (see Fig. L) and then in an outwardly direction through the side of the valve. (See Fig. II and dotted line, Fig. I.) In this port there is a seat 15 to receive the upper end of a stem 16, having a shoulder 17 just beneath the valve 7, and below this shoulder the stem has secured to it a piston-'valve 18, fitting and working in the chamber 3. The stem 1G is secured to the valve 7 by means of a transverse key 19; but a slight movement of the stem within the valve is permitted by making the opening in the stem through which the key passes larger than the key in a vertical direction, or, of course, the opening through the stem might be the same size as the key and the opening in the valve through which the key passes made larger in a vertical direction than the key.

At the lower end of the chamber 6 isa seat 20, against which bears the conical portion 2l of the upper face of the piston-valve 18. The portion 21 of the valve 18 has a notch or groove 22, and by the portion 21 the valve 18 is prevented from coming quite against the upper end 0r surface of the chamber 3,1eaving a space 23 between the ripper face of the valve 18 and the upper end of the chamber 3.

24 represents asmall groove or port in the upper portion of the side of the cylinder, through which when the valve 18 is raised, the air-pipe passes from the train-pipe into the chamber 23, and escaping through the notch or groove 22 enters the chamber 6, and passes to the auxiliary reservoir, as shown by the arrows in Fig. I.

The features thus tar described are not olaimedin this application and are the same as the corresponding parts of an application led by me on the 26th day of April, 1890, Serial No. 349,642.

25 represents a passage forming a commurounded by a spring 33, which keeps the valve 27 in its closed position in the absence ot' air, and which also keeps the valve in its closed position where there is an equalization of airpressure above and beneath the piston 30.

34: represents a valve on the stem 1 6 of the piston-valveV 18 and which works inan open-v ing or chamber 35 beneath the kchamber 36 represents an exhaust-port controlled by the valvei and forming a communication (when the valve 34 is in its lower position) between the chamber 31 beneath the piston 30 and the atmosphere.

37 represents a cushion to receive the impact of the downward movement ot' the stem 1G of the valve 18.

rlThe operation is as follows: Sup-posing the train to be running, the air in the trainpipe will keep the piston-valve 18 in its upper position, when the air will pass through the portv or groove 24, through the space 23 through the notch or groove 22, and through theA cham-ber 6, around the valve 7 tol the auxiliary reservoir.. Now suppose. a service stopis to be made, the air is' reduced in the train-pipe, say, three pounds to the square inch, and the piston-valve 18 descends closing the port 2i and moving the valve 27 down with it as soon as the-lost motion of the openingthrough which the key 19 passes is taken up. opensthe port 1.4 as the upper end ot the stem 1G. is removed from its seat 15. As soo-n as the valve 7 descends far enough for the port 14 to come opposite or register with a port 40 leading to the passage 25, the air passes from. the auxiliary reservoir to the brakecylinder through the ports 1a i() and passage 25 `and the pipe 5 to the brake-cylinder, thus applying the brakes. To release thebrakes the air is admitted to the trainpi-pe again,fand. the piston-valve and the valve 7 raised totheir normal position, as shown in Figflg, when the air would exhaust from. the brake-cylinder through the passage 25 and port 40, and through a port 4:1 in the 'face of thevalve 7' and a port 42 in the housing of the valve which communicates with the atmosphere. Vhile the train is running, (brakes om) and also while a service stop is being made, the valve 2.7is held to its seat by the spring 33, there being an equalization of pressure above. and beneath the piston-valve 30,4 the air being allowed to enter the cham'- ber4 31. through a small port or passage-way 43, as shown by the arrows in Fig. ll.. This affords or allows the same pressure of air tol exist beneath the piston 30 as exists above the piston,thereby equalizing the pressure on the opposite sides ofthe piston, as stated, so that the spring 33 has merely to sustain the weight of' the piston 30, the valve 27, and the stem. 29. The. reduction of air in the trainpipe for a service stop, as stated, is not sufficientto allow the piston-valve 18 to descend far enoughyrf'or the slide-valve 34 to open the exhaust-port 3G. New in case of an emer- Thelost motion just referred to gency stop the air in the train-pipe is reduced more than is necessary for a service stop and the piston-valve 18 drops (of course carrying the valve 7 with it, as before, and also, of course, carrying the Valve 3i with it) until the Valve 34C registers with the port 3G and permits an escape of' air through the port 36 from beneaththe piston 30. As soon as this takes place the pressure on the upper side ot the piston 30 causes this piston to descend, carrying the valve 27 with it, and thus openinga direct communication between the trainpipe and the brake-cylinder through the passage 25, as shown in Fig. Il. It will thus be observed that when the train is running, and also during a service-stop, the air in the train-pipe would close the` direct communication between the train-pipe and the brakecylinder, and that when a greater reduction of air is made in the train-pipe than is necessary ior a service stop a direct commu-nication is established between the train-pipe and the brake-cylinder' for an emergency stop.

It will ofcourse be understood that the term triple valve employed in the claims refers to the valves 7 and 18 for governi-ng communication between the train-pipe and auxiliary reservoir, and betweenA the latter and brake-cylinder and between the brak-ecylinder and exhaust 42..

l claim as my invention-n y k1.` In a liuid-pressure-brake mechanism having atriple valve controlling the admissio-n of air from the train-pipe to the auxii iary reservoir and governing the admissionv of air from the auxiliary reservoir to the brakecylinder and also its eduction therefrom, a second valve controlling. direct communication between the train-pipeV and the brakecylinder, and a third valve operated by' the triple val-ve for exhausting the air from one side of said second valve when saidk triple valve is sufficiently operated, asinemergency stops, and causing said second valve to open communica-tion between the train-pipe' and the brake-cylinder by reason of theexcess of pressure on its other side, whereby the trainpipe pressure -andthat of the auxiliary reservoir may both be thrown into the: brake-cyl- .inder when, the controlli-ng triple val-vev issu diciently operated.

2. In. an air-brake, the combina-tion, with the train-pipe, brake-cylinder p:ipe,au'xiliary reservoifrpifpe, and thetriple valve, of a passage leading around the triple valvefromthe train-pipeto the brake-cylinder pipe, a valve in said passage held to its seat by air-pressure, an exhaust-port for relieving` the. said air-pressure and allowing said valve to open, and a valve for controlling said exhaust-port adapted to open when the air inthe train-pipe is reduced more than is necessary for a service stop, substantially as set forth.

3. In an air-brake, the combination of. a train-pipe, a passage 25, forming communica` tion between' the train-pipe and the brakecylinder, a valve in said passage held closed IOO IIO

IZO

by air-pressure" when the train is running and When a service stop is being made, an exhaust-port for releasing the said air-pressure and allowing said valve to'open, a valve controlling said exhaust-port and adapted to open when the pressure in the train-pipe is reduced more than is necessary for a service stop, and the triple Valve for controlling communication between the train-pipe and auxiliary reservoir and between 'said reservoir and brake-cylinder, substantially as set forth.

4. In a Huid-pressure-brake mechanism having a triple valve controlling the admission of air from the train-pipe to the auxiliary reservoir, to I[he brake-cylinder, and also its eduction therefrom, a valve connected with said triplel valve and forming a part thereof, another valve controlled thereby, which governs the supply of air directly from the train-pipe to the brake-cylinder when the triple valve is operated for an emergency stop, and a check-Valve for preventing backpressure upon the bral e-cylinder through the valve mechanism to the tiainpipe, whereby the pressure of air in the auxiliary reservoir and the train-pipe may both be thrown into the brake-cylinder and back-pressure prevented, for the purpose described.

5. In an air-brake, the combination, with the trai n-pipe, brake-cylinder pipe, auxiliaryreservoir pipe, and the triple valve, of a passage 25, leading around thetriple Valve from the train-pipe to the brake-cylinder pipe, a valve in said passage 25, held to its seat by air-pressure, an exhaust-port for relieving the said air-pressure and allowing said valve to open, a valve for controlling said exhaustport adapted to open When the air in the train-pipe is reduced more than is necessary for a service stop, and a check-valve in said passage 25 for preventing backliow, substantially as set forth.

FRANK LANSBERG. In presence otA E. S. KNIGHT, Trios. KNIGHT. 

